Main piston boost valve in a vehicle damper

ABSTRACT

A vehicle damper assembly is disclosed. The damper includes a cylinder having an inner diameter (ID). A rod and a piston, the piston coupled to the rod and configured to divide the cylinder into a compression side and a rebound side. An electronic valve assembly including an electronic valve body coupled with the rod on the compression side of the piston. The electronic valve body having an electronic valve body outer diameter (OD). A boost valve having a boost valve body, a boost valve area located between the electronic valve body and the boost valve body, the boost valve having a boost valve OD. The boost valve OD is larger than the electronic valve body OD, such that the boost valve is configured to allow the electronic valve assembly to operate within said cylinder ID that is too large for the electronic valve body OD.

CROSS-REFERENCE TO RELATED APPLICATION (PROVISIONAL)

This application claims priority to and benefit of U.S. ProvisionalPatent Application No. 62/840,030 filed on Apr. 29, 2019, entitled “MAINPISTON BOOST VALVE IN A VEHICLE DAMPER” by Rick Strickland, and assignedto the assignee of the present application, the disclosure of which ishereby incorporated by reference in its entirety.

FIELD OF THE INVENTION

Embodiments of the present technology generally relate to a damperassembly for a vehicle. More specifically, certain embodiments relate toa boost valve used in a vehicle damper.

BACKGROUND

Vehicle suspension systems typically include a spring component orcomponents and a damping component or components. Typically, mechanicalsprings, like helical springs are used with some type of viscousfluid-based dampening mechanism and the two are mounted functionally inparallel. In some instances, features of the damper or spring areuser-adjustable.

BRIEF DESCRIPTION OF THE DRAWINGS

So that the manner in which the above recited features can be understoodin detail, a more particular description may be had by reference toembodiments, some of which are illustrated in the appended drawings. Itis to be noted, however, that the appended drawings illustrate onlytypical embodiments of this invention and are therefore into to beconsidered limiting of its scope, for the invention may admit to otherequally effective embodiments.

FIG. 1A is a perspective view of a vehicle suspension damper having amain piston boost valve, in accordance with an embodiment.

FIG. 1B is a side-sectional view of a vehicle suspension damper having amain piston boost valve, in accordance with an embodiment.

FIG. 1C is a section view of a monotube shock illustrating the differentpressure areas therein, in accordance with an embodiment.

FIG. 2A is an enlarged section view showing flow through the main pistonboost valve during a compression stroke, in accordance with anembodiment.

FIG. 2B is an enlarged section view showing the main piston boost valveduring a rebound stroke, in accordance with an embodiment.

FIG. 2C is an enlarged section view of the main piston boost valve, inaccordance with an embodiment.

FIG. 2D is an illustration of the main piston boost valve separated intothe electronic main piston valve and the boost valve, in accordance withan embodiment.

FIG. 2E is an illustration that shows the combination of the electronicmain piston valve and the boost valve, in accordance with an embodiment.

FIG. 3 is a compression force graph in accordance with an embodiment.

FIG. 4 is a schematic diagram showing a control arrangement for aremotely-operated boost valve, in accordance with an embodiment.

FIG. 5 is a schematic diagram of a control system based upon any or allof vehicle speed, damper rod speed, and damper rod position, inaccordance with an embodiment.

FIG. 6 is a block diagram of an electronic damping control system, inaccordance with an embodiment.

The drawings referred to in this description should be understood as notbeing drawn to scale except if specifically noted.

DESCRIPTION OF EMBODIMENTS

The detailed description set forth below in connection with the appendeddrawings is intended as a description of various embodiments of thepresent invention and is not intended to represent the only embodimentsin which the present invention may be practiced. Each embodimentdescribed in this disclosure is provided merely as an example orillustration of the present invention, and should not necessarily beconstrued as preferred or advantageous over other embodiments. In someinstances, well known methods, procedures, objects, and circuits havenot been described in detail as not to unnecessarily obscure aspects ofthe present disclosure.

Overview of Discussion

As discussed herein, an electronic main piston valve (having a givendiameter) is designed for a given column of oil. If the same electronicmain piston valve is placed into a larger diameter cylinder, then thenew column of oil size would also be larger. However, the originalelectronic main piston valve would not be able to move through any moreoil than it previously could (in the original smaller diameter cylinderbody). Therefore, the ability of the electronic main piston valve tomove through the new larger diameter column of oil will be inhibited.This will result in a reduced range and reduced operationalcharacteristics.

In one embodiment, a boost valve is used to increase the overall flow ofthe system to allow the electronic main piston valve to be used in alarger diameter cylinder. Moreover, the boost valve will change a flowthrough the electronic main piston valving by adding a second parallelpath. In general, the electronic main piston valving with the addedboost valve configuration will allow the now boosted electronic mainpiston valve to be installed into a larger diameter cylinder 120 andprovide a large damping force range even with the lower flow rate. Inone embodiment, the boost valve amplifies the damping force on thecompression side of the damper. Moreover, the boost valve can be addedto almost any electronic main piston valve when the original body sizeof the electronic main piston valve (e.g., the diameter of the valvebody) is too small for the larger diameter cylinder 120.

The following discussion will begin with a general description of avehicle suspension damper, including the boost valve, in accordance withan embodiment. (See FIG. 1). The discussion continues with a detaileddescription of the boost valve, in accordance with an embodiment. (SeeFIGS. 2A-5)

Further, in the following discussion, the term “active”, as used whenreferring to a valve or damping component, means adjustable,manipulatable, etc., during typical operation of the valve. For example,an active valve can have its operation changed to thereby alter acorresponding damping characteristic from a “soft” damping setting to a“firm” damping setting by, for example, adjusting a switch in apassenger compartment of a vehicle. Additionally, it will be understoodthat in some embodiments, an active valve may also be configured toautomatically adjust its operation, and corresponding dampingcharacteristics, based upon, for example, operational informationpertaining to the vehicle and/or the suspension with which the valve isused. Similarly, it will be understood that in some embodiments, anactive valve may be configured to automatically adjust its operation,and corresponding damping characteristics, to provide damping based uponreceived user input settings (e.g., a user-selected “comfort” setting, auser-selected “sport” setting, and the like). Additionally, in manyinstances, an “active” valve is adjusted or manipulated electronically(e.g., using a powered solenoid, or the like) to alter the operation orcharacteristics of a valve and/or other component. As a result, in thefield of suspension components and valves, the terms “active”,“electronic”, “electronically controlled”, and the like, are often usedinterchangeably.

In the following discussion, the term “manual” as used when referring toa valve or damping component means manually adjustable, physicallymanipulatable, etc., without requiring disassembly of the valve, dampingcomponent, or suspension damper which includes the valve or dampingcomponent. In some instances, the manual adjustment or physicalmanipulation of the valve, damping component, or suspension damper,which includes the valve or damping component, occurs when the valve isin use. For example, a manual valve may be adjusted to change itsoperation to alter a corresponding damping characteristic from a “soft”damping setting to a “firm” damping setting by, for example, manuallyrotating a knob, pushing or pulling a lever, physically manipulating anair pressure control feature, manually operating a cable assembly,physically engaging a hydraulic unit, and the like. For purposes of thepresent discussion, such instances of manual adjustment/physicalmanipulation of the valve or component can occur before, during, and/orafter “typical operation of the vehicle”.

It should further be understood that a vehicle suspension may also bereferred to using one or more of the terms “passive”, “active”,“semi-active” or “adaptive”. As is typically used in the suspension art,the term “active suspension” refers to a vehicle suspension whichcontrols the vertical movement of the wheels relative to vehicle.Moreover, “active suspensions” are conventionally defined as either a“pure active suspension” or a “semi-active suspension” (a “semi-activesuspension” is also sometimes referred to as an “adaptive suspension”).In a conventional “pure active suspension”, a motive source such as, forexample, an actuator, is used to move (e.g. raise or lower) a wheel withrespect to the vehicle. In a “semi-active suspension”, no motiveforce/actuator is employed to adjust move (e.g. raise or lower) a wheelwith respect to the vehicle. Rather, in a “semi-active suspension”, thecharacteristics of the suspension (e.g. the firmness of the suspension)are altered during typical use to accommodate conditions of the terrainand/or the vehicle. Additionally, the term “passive suspension”, refersto a vehicle suspension in which the characteristics of the suspensionare not changeable during typical use, and no motive force/actuator isemployed to adjust move (e.g. raise or lower) a wheel with respect tothe vehicle. As such, it will be understood that an “active valve”, asdefined above, is well suited for use in a “pure active suspension” or a“semi-active suspension”.

As used herein, the terms “down”, “up”, “down-ward”, “upward”, “lower”,“upper” and other direction references are relative and are used forreference only.

FIG. 1A is a perspective view of a vehicle suspension damper 100 with aboost valve 225, in accordance with an embodiment. FIG. 1B is aside-sectional view of the vehicle suspension damper 100 with a boostvalve 225.

Vehicle suspension damper 100 of FIGS. 1A and 1B, includes a cylinder120 having an interior 124, a first end 132, a second end 106 anddefining an axis 136. The vehicle suspension damper 100 further includesa piston rod 142 with a piston 130 mounted therewith. The piston 130 iswithin the cylinder 120 and moves with the piston rod 142 between thefirst end 132 and the second end 106 along axis 136. Although a monotubetype damper is shown in FIGS. 1A-1C, it is merely for purposes ofclarity. It should be appreciated that vehicle suspension damper 100could be a twin tube, have a bypass, could include a bottom out control(BOC), could include a reservoir, etc. Certain features of reservoirtype dampers are shown and described in U.S. Pat. No. 7,374,028, whichis incorporated herein, in its entirety, by reference.

The upper portion of the piston rod 142 is supplied with a bushing set138 for connecting to a portion of a vehicle component such as a wheelsuspension linkage. In one embodiment, vehicle suspension damper 100uses an eyelet 140 to be mounted to one part of the vehicle, while thelower part of the vehicle suspension damper 100 is attached to anotherportion of the vehicle, such as the frame. In one embodiment, a springmember is used to act between the same portions of the vehicle as thevehicle suspension damper. As the piston rod 142 and the piston 130 moveinto the cylinder 120 (during compression), the working fluid slows themovement of the two portions of the vehicle relative to each other due,at least in part, to the incompressible fluid moving through a flowpaths 126 (past shims 220) provided in the piston 130 and/or through aflow path 256, as will be described in FIGS. 2A-2C. As the piston rod142 and the piston 130 move out of the cylinder 120 (during extension or“rebound”), fluid meters again through flow paths 126 and the flow rateand corresponding rebound rate is controlled, at least in part, by theshims 210.

FIG. 1C is a section view 175 of a monotube shock illustrating thedifferent pressure areas therein as shown in accordance with anembodiment. In general, the monotube shock includes cylinder 120,mounting eyelets 140, seal 177, piston rod 142, piston 130, and floatingpiston 193. P1 is the pressure in the nitrogen (or other gas) filledsection, P2 is the fluid pressure on the compression side of the piston,and P3 is the fluid pressure on the rebound side. As described herein inthe discussion of FIG. 2C, the fluid pressure P3 is created by therebound damping (e.g., piston 130 moving in rebound direction 169).

Example Boost Valve

FIG. 2A is a line drawing 200 c showing the fluid flow in a compressionstroke of the damper with boost valve 225 in accordance with anembodiment. FIG. 2B is a line drawing 200 r showing the fluid flow in arebound stroke of the damper with boost valve 225 in accordance with anembodiment. In the following discussion, the aspects of both 200 c and200 r will be described with respect to FIG. 2A, with any differencesbetween compression and rebound also being described.

In general, FIG. 2A includes an oil flow path 205, rebound valving(e.g., shims 210), main damping piston 130, compression valving (e.g.,shims 220), a boost valve 225, a boost valve area 230, an electronicvalve 235 having flow path 256, and a valve body 240 (including a coil)in accordance with an embodiment. In one embodiment, electronic valve235 may be a spool valve or the like. In one embodiment, boost valvearea 230 is the area identified as P2 in FIG. 1C.

In one embodiment, electronic main piston valve 235 has a diameter 117.In this example, the electronic main piston valve 235 is being used in acylinder 120 that has a larger diameter 317. In general, the differencein diameter between 117 and 317 would make electronic main piston valve235 unsatisfactory for use therein. However, boost valve 225 has adiameter 217 which is appropriate for cylinder 120 with diameter 137.Therefore, by fitting boost valve 225 about the electronic main pistonvalve 235, the working diameter of the electronic main piston valve 235is increased from diameter 117 to diameter 217, which as stated above,is an appropriate size for the larger diameter cylinder 120.

In addition to increasing the diameter of the electronic main pistonvalve 235 from diameter 117 to working diameter 217 and ensuring aproper fit with respect to the larger diameter cylinder 120; the boostvalve 225 also provides an increase in the damping force. That is, onthe compression stroke, pressure builds up in boost valve area 230causing the boost valve 225 to clamp down on the valve shims 220 (asshown by arrow 269) which increases the damping force. In oneembodiment, the electronic main piston valve 235 is proportional so thatthe pressure inside the boost valve area 230 also changes in result to achange in damping force.

For example, an electronic main piston valve 235 of a diameter 117 isdesigned for a given column of oil. If the same electronic main pistonvalve 235 is placed into a larger diameter cylinder 120, then the newcolumn of oil size would also be larger. However, the originalelectronic main piston valve 235 would not be able to allow any more oilto flow therethrough than it previously could (in the original smallerdiameter cylinder body). Therefore, the ability of the electronic mainpiston valve 235 to move through the new larger diameter column of oilwill be inhibited. This will result in a reduced range and reducedoperational characteristics. In one embodiment, during compression,boost valve 225 is used to increase the damping force on the compressionside 104 as described herein. Moreover, boost valve 225 can be added toalmost any electronic main piston valve 235 when the original body sizeof the electronic main piston valve 235 (e.g., diameter 117) is toosmall for a cylinder 120 with a larger diameter 317 than that for whichthe electronic main piston valve 235 was initially sized.

In one embodiment, the fluid meters from one side of the piston 130 tothe other side by passing through flow paths 126 formed in the piston130. In one embodiment, rebound valving (e.g., shims 210) andcompression valving (e.g., shims 220) are used to partially obstruct theflow paths 126 in each direction. By selecting shims 210 and 220 havingcertain desired stiffness characteristics, the damping effects caused bythe piston 130 can be increased or decreased and damping rates can bedifferent between the compression and rebound strokes of the piston 130.For example, shims 210 are configured to meter rebound flow. Similarly,shims 220 are configured to meter compression flow. Note that pistonapertures (not shown) may be included in planes other than those shown(e.g. other than apertures used by flow paths 126 and 126) and furtherthat such apertures may, or may not, be subject to the shims 210 and 220as shown (because for example, the shims 210 and 220 may beclover-shaped or have some other non-circular shape).

In one embodiment, electronic valve 235 is used to drive the opening andclosing of flow path 256. The electronic valve 235 will move as shown byarrow 236. When electronic valve is closed, pressure builds up in theboost valve area 230 causing boost valve 225 to clamp down against thecompression valving (e.g., shims 220) of the main damping piston (asshown by arrow 269) thereby increasing the damping force. In general,the greater the pressure in the boost valve area 230 causes a greaterclamping force to be exerted by the boost valve 225 on the compressionvalving (e.g., shims 220) which results in a greater increase in dampingforce. In one embodiment, the force exerted by the boost valve 225 onthe compression valving will cause a greater cracking pressure duringthe compression.

For example, electronic valve 235 is used to open, close, or partiallyopen/close fluid path 256 to modify the flowrate of the fluid betweenthe compression side 104 of the cylinder 120 and the rebound side 134.In one embodiment, the active operation includes an active signalreceived by a receiver at electronic valve 235 from a computing system.For example, to adjust the flowrate of the fluid between the compressionside 104 of the cylinder 120 and the rebound side 134, the command wouldbe provided from the computing system and received at electronic valve235 which would then automatically open, close or partially open fluidpath 256.

Referring now to FIG. 2B, in a rebound stroke oil flows through theelectronic valve 235 and out the center piston shaft as shown by flowdirection 205 b. The rebound flow also passes through flow path 266 ofboost valve 225, which is shown in further detail in FIG. 2C. In oneembodiment, boost valve 225 is an active valve.

In one embodiment, as shown in FIG. 2B, a similar boost valve 225 bconfiguration is located on the rebound side to provide additionalrebound control. Moreover, it should be appreciated that in oneembodiment, there could be a single boost valve 225 on a compressionside, a single boost valve 225 b on a rebound side, or in oneembodiment, there is a boost valve 225 on the compression side and aboost valve 225 b on the rebound side to provide additional compressionand rebound control.

Referring now to FIG. 2C, an enlarged section view 250 of the mainpiston boost valve 225 during a rebound is shown in accordance with anembodiment. In one embodiment, FIG. 2C includes cylinder 120,compression valving (e.g., shims 220), valve body 240, flow path 256,main piston boost valve 225, boost valve area 230, boost valve flowpaths 266, check shim 255, and return spring 260.

Referring now to FIG. 2C in conjunction with FIG. 1C, in one embodimentof a monotube with no bypass, on a rebound stroke there are differentpressures in different chambers. For example, in one embodiment, P1 (thepressure in the nitrogen filled section) is equal to P2 (the pressure onthe compression side), while P3 (the pressure on the rebound side) islarger than P1 and P2. In one embodiment, the pressure differential ofboost valve area 230 is the same as P1 and P2 and because P3 pressure ishigher, the boost valve 225 to moves away from the compression valvingstack (e.g., shims 220). If this movement away from the compressionvalving stack occurs during rebound, during the next compression a lagwill occur as boost valve 225 moves back into its correct positionrelative to the compression valving stack (e.g., shims 220).

One way of overcoming the deleterious movement of boost valve 225 awayfrom shims 220 is to add a check shim 255 to flow path 266. In oneembodiment, the check shim 255 will allow fluid flow through flow path266 to equalize the pressure differential between P3 and boost valvearea 230, that would otherwise cause the contraction of boost valve area230 during the rebound stroke. Thus, in one embodiment, the fluidallowed through flow path 266 will allow boost valve 225 to remain inits appropriate location.

In one embodiment, to ensure the closure of flow through flow path 266is to add a return spring 260 to check shim 255. In one embodiment, byadding the return spring 260, as the damper comes to the end of therebound and the pressure differential is naturally being reduced, returnspring 260 will cause check shim 255 to close the flow of fluid throughfluid path 266. Thus, the boost valve 225 will remain in its appropriatelocation and be configured for the next compression stroke at a pointbefore the rebound stroke ends.

FIG. 2D is an illustration that shows the separated components, e.g.,electronic main piston valve 235 and the boost valve 225. FIG. 2E is anillustration that shows the electronic main piston valve and piston 235and the boost valve 225 combined in the configuration 200 of FIGS.2A-2C.

FIGS. 2D and 2E provide a boost valve 225 which can fit about theelectronic main piston valve 235 to increase the diameter of theelectronic main piston valve 235 to the size of the larger diametercylinder 120. In addition to increasing the diameter of the electronicmain piston valve 235 to ensure a proper fit in the larger diametercylinder 120, the boost valve 225 also provides an increase in thedamping force. That is, on the compression stroke, pressure builds up inboost valve area 230 causing the boost valve 225 to clamp down on thevalve shims 220 (as shown by arrow 269) which increases the dampingforce. In one embodiment, the electronic main piston valve 235 isproportional so that the pressure inside the boost valve area 230 alsochanges in result to a change in damping force.

For example, an electronic main piston valve 235 of a certain diameteris designed for a given column of oil. If the same electronic mainpiston valve 235 is placed into a larger diameter cylinder 120, then thenew column of oil size would also be larger. However, the originalelectronic main piston valve 235 would not be able to allow any more oilto flow therethrough than it previously could (in the original smallerdiameter cylinder body). Therefore, the ability of the electronic mainpiston valve 235 to move through the new larger diameter column of oilwill be inhibited. This will result in a reduced range and reducedoperational characteristics. In one embodiment, during compression,boost valve 225 is used to increase the damping force on the compressionside 104. In general, boost valve 225 amplifies the damping force on thecompression side 104. Moreover, boost valve 225 can be added to almostany electronic main piston valve 235 when the original body size of theelectronic main piston valve 235 (e.g., a diameter of the valve body) istoo small for the larger diameter cylinder 120.

In one embodiment, one of boost valve 225 and electronic main pistonvalve 235 are active valves. In another embodiment, both the boost valve225 and electronic main piston valve 235 are active valves. In oneembodiment, boost valve 225 and/or electronic main piston valve 235 willbe actuated manually or automatically. In one embodiment, the activeoperation includes an active signal received by electronic main pistonvalve 235 from a computing device. For example, the user would have anapp on a smart phone (or other computing device) and would control thesettings via the app, or electronic main piston valve 235 would receiveinput from the computing system such as shown in FIG. 5.

In general, electronic valve 235 is operated as discussed in FIGS. 4-6to modify the flowrate of the fluid between the rebound side 134 and thecompression side 104 of the cylinder 120. For example, in oneembodiment, the active operation includes an active signal received by areceiver at electronic main piston valve 235 from a computing system. Inone embodiment, to adjust the flowrate of the fluid between the reboundside 134 and the compression side 104 of the cylinder 120, the commandwould be provided from the computing system and received at electronicmain piston valve 235 which would then automatically open, close orpartially open fluid path 256.

Although two active valves are shown in FIGS. 2A-2E, it is understoodthat any number of active valves corresponding to any number of fluidchannels (e.g., bypass channels, reservoir channels, bottom outchannels, etc.) for a corresponding number of vehicle suspension damperscould be used alone or in combination. That is, one or more activevalves could be operated simultaneously or separately depending uponneeds in a vehicular suspension system. For example, a suspension dampercould have one, a combination of, or each of an active valve(s): for aninternal bypass, for an external bypass, for a fluid conduit to thereservoir, etc. In other words, anywhere there is a fluid flow pathwithin a suspension damper 100, an active valve could be used. Moreover,the active valve could be alone or used in combination with other activevalves at other fluid flow paths to automate one or more of the dampingperformance characteristics of the dampening assembly. Moreover,additional switches could permit individual operation of separate boostvalves.

In one embodiment, due to the boost valve 225 and standard valvearrangement, a relatively small solenoid (using relatively low amountsof power) can generate relatively large damping forces. Furthermore, dueto incompressible fluid inside the vehicle suspension damper 100,damping occurs as the fluid path 256 is opened, closed, or changed insize (such as by movement of a sleeve). The result is a controllabledamping rate. Certain active valve and bypass features are described andshown in U.S. Pat. Nos. 9,120,362; 8,627,932; 8,857,580; 9,033,122; and9,239,090 which are incorporated herein, in their entirety, byreference. The operation of active valves is described in further detailin FIGS. 4-6.

In one embodiment, the electronic main piston valve 235 is employed onthe main piston 130 directly. Thus, there is electronic main pistonvalve 235 and boost valve 225 on the main piston. In one embodiment,boost valve 225 is used to increase the diameter of a cylinder withinwhich the electronic main piston valve 235 will be used. Moreover, inone embodiment, the electronic main piston valve 235 adds level of flowcontrol via the electronic main piston valve 235 flow paths 256, and theboost valve 225 provides an increase in the damping force during thecompression stroke, by clamp down on the valve shims 220.

For the softest setting, the flow paths for the electronic main pistonvalve 235 would be opened. In contrast, the firmest setting would be byclosing the electronic main piston valve 235 flow paths. In oneembodiment, closing the electronic main piston valve 235 flow pathswould increase the range in the damping for the compression stroke (asshown in FIG. 3). In one embodiment, the electronic main piston valve235 and the boost valve 225 are controlled by a power line that travelsdown a hollowed interior within the shaft of piston rod 142.

FIG. 3 is a graph 300 that shows the difference in force that isobtained during compression by the use of boost valve 225. In general,lines 305, 310, and 315 are different results in the compression strokewhen no boost valve 225 is used. In contrast, line 320 shows theincrease in force that is obtainable during the compression stroke whenboost valve 225 is used. Although the configuration is shown forcompression, it should be appreciated that a similar boost valve 225 bconfiguration could also be used on the rebound side to provideadditional rebound control (as shown in FIG. 2B). Moreover, it should beappreciated that one or more boost valves could be configuration to beused on both the compression side and the rebound side to provideadditional compression and rebound control.

Referring now to FIG. 4, in one embodiment, the active valve(s) aresolenoid operated, hydraulically operated, pneumatically operated, oroperated by any other suitable motive mechanism. For purposes ofclarity, the following active valve discussion will refer to theelectronic valve 235. However, it should be appreciated that the activevalve discussion can be applied to any active valves in the dampingsystem (e.g., boost valve 225, and the like).

In one embodiment, electronic valve 235 may be operated remotely by aswitch or potentiometer located in the cockpit of a vehicle or attachedto appropriate operational parts of a vehicle for timely activation(e.g. brake pedal) or may be operated in response to input from amicroprocessor (e.g. calculating desired settings based on vehicleacceleration sensor data) or any suitable combination of activationmeans. In like manner, a controller for electronic valve 235 may becockpit mounted and may be manually adjustable or microprocessorcontrolled or both or selectively either.

It may be desirable to increase the damping rate or effective stiffnessof vehicle suspension damper 100 when moving a vehicle from off-road toon highway use. Off-road use often requires a high degree of complianceto absorb dampers imparted by the widely varying terrain. On highwayuse, particularly with long wheel travel vehicles, often requires morerigid damper absorption to allow a user to maintain control of a vehicleat higher speeds. This may be especially true during cornering orbraking.

One embodiment comprises a four-wheeled vehicle having vehiclesuspension damper 100 wherein the flowrate of the fluid between thecompression side 104 of the cylinder 120 and the rebound side 134 isautomatically adjustable using electronic valve 235 at each (of four)wheel.

For example, the opening size of the fluid path 256 is automaticallyadjusted by electronic valve 235 (including, for example, a remotelycontrollable electronic valve 235). In one embodiment, each of the frontdamper absorbers may be electrically connected with a linear switch(such as that which operates an automotive brake light) that isactivated in conjunction with the vehicle brake. When the brake is movedbeyond a certain distance, corresponding usually to harder braking andhence potential for vehicle nosedive, the electric switch connects apower supply to a motive force generator for electronic valve 235 in thefront dampers causes electronic valve 235 to automatically close orpartially the fluid paths 256.

In so doing, the closing of the electronic valve 235 fluid paths willincrease the stiffness of that damper. As such, the front dampers becomemore rigid during hard braking. Other mechanisms may be used to triggerthe dampers such as accelerometers (e.g. tri-axial) for sensing pitchand roll of the vehicle and activating, via a microprocessor, theappropriate input to electronic valve 235 to cause electronic valve 235to close, open, partially close, or partially open flow path 256 foroptimum vehicle control.

In one embodiment, a vehicle steering column includes right turn andleft turn limit switches such that a hard turn in either directionactivates the appropriate adjustment of electronic valve 235 to causeelectronic valve 235 to close, open, partially close, or partially openflow path 256 of dampers opposite that direction (for example, a hard,right turn would cause more rigid dampers on the vehicle's left side).Again, accelerometers in conjunction with a microprocessor and aswitched power supply may perform the electronic valve 235 activationfunction by sensing the actual g-force associated with the turn (orbraking; or acceleration for the rear damper activation) and triggeringthe appropriate amount of rotation of electronic valve 235 to causeelectronic valve 235 to close, open, partially close, or partially openflow path 256 at a preset acceleration threshold value (e.g., ag-force).

FIG. 4 is a schematic diagram showing a control arrangement 400 for aremotely-operated electronic valve 235. As illustrated, a signal line402 runs from a switch 404 to a solenoid 406. Thereafter, the solenoid406 converts electrical energy into mechanical movement and shiftsposition of electronic valve 235 causing electronic valve 235 to close,open, partially close, or partially open flow path 256. Adjusting thesize of flow path 256 modifies the flowrate of the fluid between thecompression side 104 of the cylinder 120 and the rebound side 134,thereby varying the stiffness of a corresponding vehicle suspensiondamper 100.

As discussed, a remotely-operable electronic valve 235 like the onedescribed above is particularly useful with an on-/off-road vehicle.These vehicles can have more than 20″ of damper absorber travel topermit them to negotiate rough, uneven terrain at speed with usabledamper absorbing function. In off-road applications, compliant dampeningis necessary as the vehicle relies on its long travel suspension whenencountering often large off-road obstacles. Operating a vehicle withvery compliant, long travel suspension on a smooth road at road speedscan be problematic due to the springiness/sponginess of the suspensionand corresponding vehicle handling problems associated with that (e.g.turning roll, braking pitch). Such compliance can cause reduced handlingcharacteristics and even loss of control. Such control issues can bepronounced when cornering at high speed as a compliant, long travelvehicle may tend to roll excessively. Similarly, such a vehicle mayinclude excessive pitch and yaw during braking and/or acceleration. Withthe remotely-operated electronic valve 235, the working size of flowpath 256 is automatically adjusted thereby modifying the communicationof fluid between the compression side 104 of the cylinder 120 and therebound side 134. Correspondingly, the dampening characteristics ofvehicle suspension damper 100 can be changed.

In addition to, or in lieu of, the simple, switch-operated remotearrangement of FIG. 4, electronic valve 235 can be operatedautomatically based upon one or more driving conditions. FIG. 5 shows aschematic diagram of a control system 500 based upon any or all ofvehicle speed, damper rod speed, and damper rod position. One embodimentof the arrangement of FIG. 5 is designed to automatically increasedampening in a damper absorber in the event a damper rod reaches acertain velocity in its travel towards the bottom end of a damper at apredetermined speed of the vehicle. In one embodiment, the controlsystem 500 adds dampening (and control) in the event of rapid operation(e.g. high rod velocity) of the vehicle suspension damper 100 to avoid abottoming out of the damper rod as well as a loss of control that canaccompany rapid compression of a damper absorber with a relative longamount of travel. In one embodiment, the control system 500 addsdampening (e.g., adjusts the size of the opening of flow path 256 bycausing electronic valve 235 to close, open, partially close, orpartially open flow path 256) in the event that the rod velocity incompression is relatively low but the rod progresses past a certainpoint in the travel.

Such configuration aids in stabilizing the vehicle against excessivelow-rate suspension movement events such as cornering roll, braking andacceleration yaw and pitch and “g-out.”

FIG. 5 illustrates, for example, a control system 500 including threevariables: wheel speed, corresponding to the speed of a vehiclecomponent (measured by wheel speed transducer 504), piston rod position(measured by piston rod position transducer 506), and piston rodvelocity (measured by piston rod velocity transducer 508). Any or all ofthe variables shown may be considered by logic unit 502 in controllingthe solenoids or other motive sources coupled to electronic valve 235for changing the working size of the opening of flow path 256 by causingelectronic valve 235 to close, open, partially close, or partially openflow path 256. Any other suitable vehicle operation variable may be usedin addition to or in lieu of the variables 504, 506, and 508 such as,for example, piston rod compression strain, eyelet strain, vehiclemounted accelerometer (or tilt/inclinometer) data or any other suitablevehicle or component performance data.

In one embodiment, the piston's position within the damping chamber isdetermined using an accelerometer to sense modal resonance of thesuspension damper. Such resonance will change depending on the positionof the piston and an on-board processor (computer) is calibrated tocorrelate resonance with axial position. In one embodiment, a suitableproximity sensor or linear coil transducer or other electro-magnetictransducer is incorporated in the damping chamber to provide a sensor tomonitor the position and/or speed of the piston (and suitable magnetictag) with respect to a housing of the suspension damper.

In one embodiment, the magnetic transducer includes a waveguide and amagnet, such as a doughnut (toroidal) magnet that is joined to thecylinder and oriented such that the magnetic field generated by themagnet passes through the rod and the waveguide. Electric pulses areapplied to the waveguide from a pulse generator that provides a streamof electric pulses, each of which is also provided to a signalprocessing circuit for timing purposes. When the electric pulse isapplied to the waveguide, a magnetic field is formed surrounding thewaveguide. Interaction of this field with the magnetic field from themagnet causes a torsional strain wave pulse to be launched in thewaveguide in both directions away from the magnet. A coil assembly andsensing tape is joined to the waveguide. The strain wave causes adynamic effect in the permeability of the sensing tape which is biasedwith a permanent magnetic field by the magnet. The dynamic effect in themagnetic field of the coil assembly due to the strain wave pulse,results in an output signal from the coil assembly that is provided tothe signal processing circuit along signal lines.

By comparing the time of application of a particular electric pulse anda time of return of a sonic torsional strain wave pulse back along thewaveguide, the signal processing circuit can calculate a distance of themagnet from the coil assembly or the relative velocity between thewaveguide and the magnet. The signal processing circuit provides anoutput signal, which is digital or analog, proportional to thecalculated distance and/or velocity. A transducer-operated arrangementfor measuring piston rod speed and velocity is described in U.S. Pat.No. 5,952,823 and that patent is incorporated by reference herein in itsentirety.

While transducers located at the suspension damper measure piston rodvelocity (piston rod velocity transducer 508), and piston rod position(piston rod position transducer 506), a separate wheel speed transducer504 for sensing the rotational speed of a wheel about an axle includeshousing fixed to the axle and containing therein, for example, twopermanent magnets. In one embodiment, the magnets are arranged such thatan elongated pole piece commonly abuts first surfaces of each of themagnets, such surfaces being of like polarity. Two inductive coilshaving flux-conductive cores axially passing therethrough abut each ofthe magnets on second surfaces thereof, the second surfaces of themagnets again being of like polarity with respect to each other and ofopposite polarity with respect to the first surfaces. Wheel speedtransducers are described in U.S. Pat. No. 3,986,118 which isincorporated herein by reference in its entirety.

In one embodiment, as illustrated in FIG. 5, the logic unit 502 withuser-definable settings receives inputs from piston rod positiontransducer 506, piston rod velocity transducer 508, as well as wheelspeed transducer 504. Logic unit 502 is user-programmable and, dependingon the needs of the operator, logic unit 502 records the variables and,then, if certain criteria are met, logic unit 502 sends its own signalto electronic valve 235 (e.g., the logic unit 502 is an activationsignal provider) to cause electronic valve 235 to move into the desiredstate (e.g., adjust the bypass flow rate). Thereafter, the condition,state or position of electronic valve 235 is relayed back to logic unit502 via a boost valve monitor or the like.

In one embodiment, logic unit 502 shown in FIG. 5 assumes a singleelectronic valve 235 corresponding to a single flow path 256 of a singlevehicle suspension damper 100, but logic unit 502 is usable with anynumber of boost valves or groups of boost valves corresponding to anynumber of bypass channels, adjustable bypass ports, or groups of bypasschannels or adjustable bypass ports. For instance, the suspensiondampers on one side of the vehicle can be acted upon while the vehiclesother suspension dampers remain unaffected.

While the examples illustrated relate to manual operation and automatedoperation based upon specific parameters, the remotely-operatedelectronic valve 235 can be used in a variety of ways with manydifferent driving and road variables. In one example, electronic valve235 is controlled based upon vehicle speed in conjunction with theangular location of the vehicle's steering wheel. In this manner, bysensing the steering wheel turn severity (angle of rotation), additionaldampening (by adjusting the corresponding size of the opening of flowpath 256 by causing electronic valve 235 to close, open, partiallyclose, or partially open flow path 256) can be applied to one vehiclesuspension damper 100 or one set of vehicle suspension dampers on oneside of the vehicle (suitable for example to mitigate cornering roll) inthe event of a sharp turn at a relatively high speed.

In another example, a transducer, such as an accelerometer, measuresother aspects of the vehicle's suspension system, like axle force and/ormoments applied to various parts of the vehicle, like steering tie rods,and directs change to position of electronic valve 235 (andcorresponding change to the working size of the opening of flow path 256by causing electronic valve 235 to close, open, partially close, orpartially open flow path 256) in response thereto. In another example,electronic valve 235 is controlled at least in part by a pressuretransducer measuring pressure in a vehicle tire and adding dampeningcharacteristics to some or all of the wheels (by adjusting the workingsize of the opening of flow path 256 by causing electronic valve 235 toclose, open, partially close, or partially open flow path 256) in theevent of, for example, an increased or decreased pressure reading.

In one embodiment, electronic valve 235 is controlled in response tobraking pressure (as measured, for example, by a brake pedal (or lever)sensor or brake fluid pressure sensor or accelerometer). In stillanother example, a parameter might include a gyroscopic mechanism thatmonitors vehicle trajectory and identifies a “spin-out” or other loss ofcontrol condition and adds and/or reduces dampening to some or all ofthe vehicle's dampers (by adjusting the working size of the opening offlow path 256 by causing electronic valve 235 to close, open, partiallyclose, or partially open flow path 256 chambers) in the event of a lossof control to help the operator of the vehicle to regain control.

Referring now to FIG. 6, a block diagram of a modular electronic dampingcontrol system 600 is shown in accordance with an embodiment. Modularelectronic damping control system 600 includes a plurality of dampingcomponents (hereinafter dampers 621-624) and a control system 611.

In one embodiment, there is at least one damper, of the plurality ofdamping components, located at each of a vehicle wheel suspensionlocation. For example, damper 621 at the left front, damper 622 at theright front, damper 623 at the left rear, and damper 624 at the rightrear.

In one embodiment, the plurality of damping components, e.g., dampers621-624, are selected from the damper types such as, an in-line damper,a piggyback damper, a compression adjust only damper, a rebound adjustonly damper, an independent compression and rebound adjust damper, adependent compression and rebound adjust single valve damper, and thelike. A plurality of different damper 621-624 types are shown anddescribed in the discussion of FIGS. 1-3.

Although electronic damping control system 600 is shown as interactingwith four dampers 621-624 such as would be likely found in a fourwheeled vehicle suspension configuration, it should be appreciated thatthe technology is well suited for application in other vehicles withdifferent suspension configurations. The different configurations caninclude two wheel suspension configuration like that of a motorcycle; aone, two or three “wheel” suspension configuration like that of asnowmobile, trike, or boat, a plurality of dampers at each of the dampersuspension locations such as found in off-road vehicles, UTV,powersports, heavy trucking, RV, agriculture, maritime, and the like.The use of a single damper in a four suspension location configurationas shown herein is provided merely as one example.

In one embodiment, control system 611 includes shimmed damping control(SDC) 610, vehicle CAN bus 608, CAN Bus 631 to an optional human machineinterface (HMI) 614 (or graphical user interface (GUI)), warning 613,and battery 612. It should be appreciated that in an embodiment, one ormore components shown within control system 611 would be located outsideof control system 611, and similarly additional components would belocated within control system 611.

In one embodiment, SDC 610 includes a processor. In operation, bothcompression and rebound oil flows through independent sophisticatedmultistage blended circuits in SDC 610 to maximize suspension control.In one embodiment, SDC 610 will control each of the plurality of dampingcomponents located at each vehicle wheel suspension location, determinea type of damping component at each vehicle wheel suspension location,automatically tune a vehicle suspension based on the determined type ofdamping components at each vehicle wheel suspension location,automatically monitor the plurality of damping components and determinewhen a change has been made to one or more of the plurality of dampingcomponents, and automatically re-tune the vehicle suspension based onthe change to one or more of the plurality of damping components.

In one embodiment, there is no need for HMI/GUI 614 within the modularelectronic damping control system 600. Instead, the suspensionconfiguration will be identified by the warning 613 or lack thereof. Inanother embodiment, there may be suspension configuration switchesinstead of an HMI/GUI 614.

In one embodiment, optional HMI/GUI 614 is a GUI that presents a dampingconfiguration and operational information about the dampingconfiguration, e.g., vehicle suspension settings, in a user interactiveformat, such as on a display located proximal to a vehicle operator.

In one embodiment, optional HMI/GUI 614 is configured to present vehiclesuspension setting information in a user interactive format on adisplay, where the HMI will have a touch input capability to receive aninput from a user via a user interaction with the HMI. HMI is alsoprogrammable to present damping configuration information, reboundconfiguration information and/or suspension setting information in auser interactive format on a display.

In one embodiment, the vehicle suspension setting information includes aplurality of different vehicle suspension mode configurations and anidentification of which configuration mode is currently active on thevehicle suspension. In one embodiment, the plurality of differentvehicle suspension mode configurations is user selectable.

If one or more of the components of dampers 621-624 are automaticallyadjustable, in one embodiment, control system 611 will automaticallyadjust one or more of the plurality of damping components of the tunedvehicle suspension based on external conditions such as, weather,terrain, ground type (e.g., asphalt, concrete, dirt, gravel, sand,water, rock, snow, etc.), and the like.

In one embodiment, control system 611 will automatically adjust one ormore of the plurality of damping components (dampers 621-624) of thetuned vehicle suspension based on one or more sensor inputs receivedfrom sensors such as an inertial gyroscope, an accelerometer, amagnetometer, a steering wheel turning sensor, a single or multispectrum camera, and the like.

In one embodiment, the electronic damping control system 600characteristics can be set at the factory, manually adjustable by auser, or automatically adjustable by a computing device usingenvironmental inputs and the like. For example, the suspensioncharacteristics for the dampers 621-624 are manually or automaticallyadjustable based on user preference, speed, maneuvering, ride type, orthe like.

In one embodiment, the adjustable characteristics for the dampers621-624 are manually adjustable via a user input. For example, via userinteraction with HMI/GUI 614.

In one embodiment, the adjustable characteristics for the dampers621-624 are automatically adjusted based on external conditions, e.g.,sensors detecting damper, vibration, or the like. For example, in asmooth operating environment, e.g., on a highway or smooth road,configuration adjustments may be provided by the user via HMI 614, orautomatically applied by electronic damping control system 600, toincrease firmness in the ride. That is, to provide additional hardnessthat would increase feedback, feel and precise handling.

In contrast, when rougher terrain is encountered, the user can select arough terrain setting at HMI 614. In contrast, the electronic dampingcontrol system 600 would receive information from one or more sensors(coupled to the suspension near dampers 621-624, via the Vehicle CAN bus608, or the like) about the rough terrain and re-tune the vehiclesuspension based on to a softer setting. That is, to provide appropriatesuspension control characteristics for the vehicle. In addition, theadjustment provides a softer ride that would reduce operator/passengerfelt vibrations, damper, bumps, and the like thereby reducing operatorfatigue and/or.

As described herein, the manual option includes a user selectableswitch, icon on a touch display, or the like at the GUI or HMI, thatallows a user to make a selection based on given characteristics, e.g.,highway mode-for smooth terrain, -off-road mode-for rough terrain, amixed mode for intermediate terrain, etc. In one embodiment, the manualoption is provided at the GUI or HMI. In one embodiment, the manualoption may be one or more switches that allow the use to select one ormore pre-defined suspension settings. For example, the pre-definedsuspension settings can include, but are not limited to, highway,offroad, mixed terrain, rock climbing, racing, performance, sport, wet,and the like.

In an automated mode, electronic damping control system 600automatically adjusts one or more characteristics for one or moredampers 621-624 based on based on one or more inputs received at theprocessor of SDC 610. For example, in one embodiment, the steeringinputs, vehicle roll, speed, and the like are detected and/or monitoredvia one or more sensors on or about the vehicle. Similarly, externalconditions such as weather, terrain, ground type, and the like are alsodetected and/or monitored via the one or more sensors on or about thevehicle.

Sensors such as but not limited to, accelerometers, sway sensors,suspension changes, visual identification technology (e.g., single ormulti spectrum camera's), driver input monitors, steering wheel turningsensors, and the like. For example, one embodiment uses an inertialmeasurement unit (IMU) to sense rough terrain. One embodiment has anattitude and heading reference system (AHRS) that provides 3Dorientation integrating data coming from inertial gyroscopes,accelerometers, magnetometers and the like. For example, in oneembodiment, the AHRS is a GPS aided Microelectromechanical systems(MEMS) based IMU and static pressure sensor.

Moreover, if the electronic damping control system 600 determines thatone or more of dampers 621-624 are remotely adjustable, electronicdamping control system 600 will be able to adjust those dampersautomatically and on the fly. For example, electronic damping controlsystem 600 will set the remotely adjustable dampers into a highway modeduring travel down a roadway, e.g., that is configuring the remotelyadjustable dampers to operate in a firmer mode, and then as the vehicletransitions to rougher terrain, the remotely adjustable dampers will bereconfigured to a softer setting to increasing absorption of damper andthereby provide a smoother ride.

In one embodiment, the automated or user selectable settings are furtheradjustable based on actual conditions or as “learned” user settings. Forexample, if an operator initially sets the electronic damping controlsystem 600 to a rough terrain setting and then the vehicle transitionsto a roadway, fire road, highway, or the like. When the sensor feedbackcauses the electronic damping control system 600 to determine that thevehicle is no longer in rough terrain, electronic damping control system600 would automatically change the mode to highway mode to provide amore appropriate suspension setting. However, if the operator prefers aharder feel, the operator would override any automatic “on-the-fly”adjustments so that off-road mode is maintained. Similarly, if the userprefers a softer ride, or has been in the seat for a long period oftime, the user would adjust the stiffness mode to be a softer seat,provide a smoother ride, or the like.

The foregoing Description of Embodiments is not intended to beexhaustive or to limit the embodiments to the precise form described.Instead, example embodiments in this Description of Embodiments havebeen presented in order to enable persons of skill in the art to makeand use embodiments of the described subject matter. Moreover, variousembodiments have been described in various combinations. However, anytwo or more embodiments could be combined. Although some embodimentshave been described in a language specific to structural features and/ormethodological acts, it is to be understood that the subject matterdefined in the appended claims is not necessarily limited to thespecific features or acts described above. Rather, the specific featuresand acts described above are disclosed by way of illustration and asexample forms of implementing the claims and their equivalents.

It should be noted that any of the features disclosed herein may beuseful alone or in any suitable combination. While the foregoing isdirected to embodiments of the present invention, other and furtherembodiments of the invention may be implemented without departing fromthe scope of the invention, and the scope thereof is determined by theclaims that follow.

I claim:
 1. A damper comprising: a cylinder, said cylinder comprising acylinder inner diameter (ID); a rod; a piston, said piston coupled tosaid rod and configured for operation within said cylinder, said pistonconfigured to divide said cylinder into a compression side and a reboundside; an electronic valve assembly, said electronic valve assemblycomprising: an electronic valve body coupled with said rod on saidcompression side of said piston, said electronic valve body comprisingan electronic valve body outer diameter (OD); and a boost valve, saidboost valve comprising: a boost valve body; a boost valve area locatedbetween said electronic valve body and said boost valve body; and aboost valve OD, said boost valve OD larger than said electronic valvebody OD, said boost valve OD configured to allow said electronic valveassembly to operate in said cylinder with said cylinder ID.
 2. Thedamper of claim 1, wherein said piston further comprises: a piston fluidchannel therethrough, said piston fluid channel to fluidly couple saidcompression side with said rebound side.
 3. The damper of claim 2,wherein said electronic valve body further comprises: an active valve,said active valve configured to meter a fluid flow of a working fluidthrough said piston fluid channel.
 4. The damper of claim 3, whereinsaid active valve is configured to meter said fluid flow for an intendedcolumn of working fluid found within an intended cylinder ID for whichsaid electronic valve body OD was designed.
 5. The damper of claim 3,further comprising: a remote control, said remote control configured toremotely configure a setting of said active valve.
 6. The damper ofclaim 1, further comprising: a boost valve fluid channel; and a checkshim within said boost valve, said check shim configured to allow saidworking fluid to flow through said boost valve fluid channel during arebound stroke, the check shim to reduce a pressure differential betweensaid boost valve area and said rebound side to maintain a location ofsaid boost valve with respect to said electronic valve body.
 7. Thedamper of claim 6, further comprising: a return spring within said boostvalve, said return spring coupled with said check shim, said returnspring configured to keep a pressure on said check shim and close saidcheck shim when said pressure differential is reduced.
 8. The damper ofclaim 1, wherein said cylinder further comprises: a working fluidtherein.
 9. The damper of claim 1, further comprising: a compressionvalve stack on said compression side of said piston; and a rebound valvestack on said rebound side of said piston, wherein said boost valve isconfigured to provide an additional force to said compression valvestack of said piston to increase a stiffness of a valving of said pistonduring a compression stroke.
 10. The damper of claim 1, furthercomprising: a second boost valve on said rebound side of said piston,said second boost valve configured to provide an additional reboundcontrol for said damper.
 11. A damper comprising: a cylinder, saidcylinder comprising: an actual cylinder inner diameter (ID), and aworking fluid therein; a rod; a piston, said piston coupled to said rodand configured for operation within said cylinder, said pistonconfigured to divide said cylinder into a compression side and a reboundside, said piston comprising: a piston fluid channel therethrough, saidpiston fluid channel to fluidly couple said compression side with saidrebound side; a compression valve stack on said compression side; and arebound valve stack on said rebound side; an electronic valve assembly,said electronic valve assembly comprising: an electronic valve bodycoupled with said rod on said compression side of said piston, saidelectronic valve body comprising an electronic valve body outer diameter(OD); and a boost valve, said boost valve comprising: a boost valvebody; a boost valve area located between said electronic valve body andsaid boost valve body; a boost valve fluid channel; and a boost valveOD, said boost valve OD larger than said electronic valve body OD, saidboost valve OD configured to allow said electronic valve assembly tooperate in said cylinder with said actual cylinder ID.
 12. The damper ofclaim 11, wherein said electronic valve assembly further comprises: anactive valve, said active valve configured to meter a fluid flow of saidworking fluid through said piston fluid channel, said active valveconfigured to meter said fluid flow for an amount of said working fluidused in an intended cylinder ID for which said electronic valve body ODwas designed.
 13. The damper of claim 12, further comprising: a remotecontrol, said remote control configured to remotely configure a settingof said active valve.
 14. The damper of claim 11, wherein said boostvalve is configured to provide an additional force to said compressionvalve stack of said piston to increase a stiffness of a valving of saidpiston during a compression stroke.
 15. The damper of claim 11, furthercomprising: a check shim within said boost valve, said check shimconfigured to allow said working fluid to flow through said boost valvefluid channel during a rebound stroke, the check shim to reduce apressure differential between said boost valve area and said reboundside to maintain a location of said boost valve with respect to saidelectronic valve body.
 16. The damper of claim 15, further comprising: areturn spring within said boost valve, said return spring coupled withsaid check shim, said return spring configured to keep a pressure onsaid check shim and close said check shim when said pressuredifferential is reduced.
 17. A damper comprising: a cylinder, saidcylinder comprising: an actual cylinder inner diameter (ID), and aworking fluid therein; a rod; a piston, said piston coupled to said rodand configured for operation within said cylinder, said pistonconfigured to divide said cylinder into a compression side and a reboundside, said piston comprising: a piston fluid channel therethrough, saidpiston fluid channel to fluidly couple said compression side with saidrebound side; a compression valve stack on said compression side; and arebound valve stack on said rebound side; an electronic valve assembly,said electronic valve assembly comprising: an electronic valve bodycoupled with said rod on said compression side of said piston, saidelectronic valve body comprising an electronic valve body outer diameter(OD); and an active valve configured to meter a fluid flow of saidworking fluid through said piston fluid channel; and an active boostvalve, said active boost valve comprising: a boost valve body; a boostvalve area located between said electronic valve body and said boostvalve body; a boost valve fluid channel; and a boost valve OD, saidboost valve OD larger than said electronic valve body OD, said boostvalve OD configured to allow said electronic valve assembly to operatein said cylinder with said actual cylinder ID.
 18. The damper of claim17, further comprising: an actual column of working fluid within saidcylinder ID; said active valve configured to use said piston fluidchannel to move said actual column of working fluid; and said activeboost valve configured to provide an additional force to saidcompression valve stack of said piston to increase a stiffness of avalving of said piston in a compression stroke.
 19. The damper of claim17, further comprising: a check shim within said boost valve, said checkshim configured to allow said working fluid to flow through said boostvalve fluid channel during a rebound stroke, the check shim to reduce apressure differential between said boost valve area and maintain alocation of said boost valve with respect to said electronic valve body.20. The damper of claim 19, further comprising: a return spring, saidreturn spring coupled with said check shim and configured to keep apressure on said check shim and close said check shim when said pressuredifferential is reduced.